Internal-combustion engine



Apri 1925.

L. A, LARSON INTERNAL COMBUSTI ON ENGINE Filed May 5l' 1922 PATENT OFFICE.

LUDVIG A. LAB-SONQOF SUMMIT, SOUTH DAKOTA.

INTERNAL-COMBUSTION ENGINE.

Application led May 31,

To all whom it may concern:

Be it known that I, LUDVTG A. Lans/ON, a citizen of the United States, residing at Summit, in the county of Roberts and State lof South Dakota, havel invented new and luseful Improvements in lnternal-Combustion Engines, of which thepfollowing is a specification.

This invention relates to internal combustion engines, and an object of the invention is to provide an engine designed for developing a maximum amount of power, in proportion to its size and weight. and also to provide an engine wherein there are no dead or idle strokes in the cycle of operation ofl the engine, the said engine embodying opposed pistons moving'synchronously so that when one is being operated under power or explosion stroke the other will be compressing a new charge of combustible gas for eX- plosion inits turn.

Another object of this invention is to provide an internal combustion engine as specified which is comparatively simple in construction, eliminating the use of cams, cam gears and the like and its construction.'

Other objects of the invention will appear in the following detailed description taken in connection with the accompanying drawings wherein:

Fig. l is a longitudinal section through the improved internal combustion engine.

Fig. 2 is a fragmentary longltudinal section taken on the line 2-2 of ig. 1.

Fig. 8 is a side-elevation of the improved engine constructed in a V shape.

Referring more particularly to the drawings, the improved internal combustion engine comprises a pair of opposed cylinders -1 and 2L which are water j acketed as shown at 3 and which are carried by a suitable casing structure 4 embodying .removable plates 5 by means of which access may be gained to the interior of the engine structure. A

'double piston' 6 is reciprocably mounted in the cylinders 1 and 2 and comprises opposed piston ends 7 and 8 adapted to operate .in the cylinders 1 and 2 respectively. The piston structure 6 is hollow or sleeve like, and it reciprocates over a valve core 9 which is anchored in any suitable manner in the cylinder structure and is provided with substantially L shaped passages 10 which have communication respectively with the cylinders 1 and 2 and with suitable valve chambers 11 which in turn have communication 1922. Serial N0. 564,889.,

with the intake .manifold 12 of the engine structure. The double piston (S is provided with a longitudinal slot 6 through whichv the manifold 12 extends and it is also provided with a slot 7 which receives therethroughthe bolt 8 which serves to attach the stationary valve core 9 to the cylinder. The valves 13 which control the inlet of fuel into the passages 10 are mounted to be drawn inwardly to permit the inlet of gas by thesuctionv created through the passages and the respective cylinders by movement of the pistons therein, and as the piston structure 6 reciprocates, that is when it moves upwardly as shown in Fig. l of the drawings, a charge of fuel is drawn into the piston end 7, where it is compressed as the piston .moves downwardly under the explosion of a compressed charge in the explosion chamber 14. The charge of fuel which is compressed in the piston 7, passes from the interior of the piston 7 through the ports 15 and 16 into the by pass 17 and out of the by pass 17 through the port 18 into the cylinder structure where it is again compressed by the explosion of the compressed charge of fuel in the cylinder 2, which latter explosion acts upon the piston 8 for forcing it towards the stationary Valve core 9 and consequently forcing the piston'7 away from the core 9. The piston 8 has a port 19 adapted to register with the port 20 which has communication with the by pass 21 to permit the passage of compressed gas from the interior of the piston 8 through the passageway 21 and its port 22 into the cylinder 2. The ports 19 and 2O are shown in registration in Fig. 1 of the drawings.

The piston structure 6 embodying the connected pistons 7 and 8 are connected by suitable connectingrods 24 to the crank shaft 25 which is rotatably supported in a suitable crank shaft housing 26. A suitable bearing extension 27 is formed on the water jacket 3 of the cylinder 2 and receives a portion of thecrank shaft 25 therein. Spark plugs 28 of approved types may be located as found necessary or convenient for exploding the charges in the various cylinders and it is to be understood that piston rings of' approved types are employed wherever necthereof as desired, without departing from the lspirit of this invention.

It is, of course,- to be understood that the invention may be constructed in other manners and the parts associated in diierent re' lations and, therefore, I do not desire 'to be limited in any manner except asset forth in the claims hereunto.

Having thus described my invention what 10 claim is:

In an internal oombustion engine, a'eylinder, a hollow piston mounted for reciprocation therein, a stationary valve core in said piston and provided with L shaped passage- 'Ways opening out through its ends and 'through its side intermediate its ends, an intake manifold communicating with the side openings of said passageways, said piston provided With a slot engaging over said manifold.

In testimony whereof I aiix my signature.

LUDVIG Af LARSON. 

